Explosive engine



' 1,653,856 M. M. KANE Exrmsrvs ENGINE Filed Feb. 1, 1927 2 Sheets-Sheet 1 Dec. 27, 1927.

. 1,653,856 M. M. KANE EXPLOSIVE ENGINE Filed Feb.1, 1927 ZSheets-Sheet 2 to the Patented Dec. 27,1921.

UNITED STATES JPATVENTF OFF-ICE.

ua'r'rnnw m. mum, or non, exoneran'xrtosrvn anenm a licatio -me February 1, 1927. Serial No. 165,178. g

tion and reduce toa minimum", torsional strain upon the crank shaft, thus prolonging the life of the shaft and its bearings.

Another object of the invention is to provide a construction of this nature wherem the flywheel is connected between two crank shaft sections in order that the flywheel will be positioned centrally of a plurality of engine cylinders, and consequently, will be located relatively near the outermost or end cylinders. As is well known, the usual practice is to fix'the flywheel upon the rear end of the crank shaft, but this is objectionable, owing to the fact that when the first cylinder is fired, the front end of the crank shaft tends to turn very rapidly, while the inertia of the flywheel upon the rear end of the shaft tends to prevent this rapid increase in speed and. consequently, the shaft is subjected to torsional strain and vibration, and it is to overcome this defect that the present invention has been perfected.

In the accompanying drawings:

Figure 1 is a side elevation of an internal combustion engine of the multiple cylinder type, partly in section.

Figure 2 is a sectional view on line 2-2 of Figure 1. 7

Figure 3 is a. detail sectional view the flywheel.

Referring to the drawings, 1 designates the crank case of an internal combustion engine, and 2 the cylinder block. in this instance an engine of the six cylinder type, and in the cylinders 3 of which reciprocate pistons 4., as usual. v

The crank case 1 has its ends provided through .with bearings 5 in which are journaled the housing 10.

respective outer ends of the sections 6 of the crank shaft 7, the inner ends thereof being provided with trunnions 7' which are journaled in the bearings 8v carried by the side walls 9 of the centrally located flywheel By referring to Figures 1 and 2, it will be seen that the up er section of the flywheel housing is rigi with the uppersection of the crank case and the lower section of the flywheel housing is separate from its upper section .and is provided with extensions disposed between the side flanges of the upper and secured b the bolts for the lower crank case section. y this arrangement the flywheel will be enclosed and the upper section of the flywheel will serve to brace the. upper crank case, section and also constitute means to rotatably support the inner ends of the crank shaft sections. 4 \Y The trunnions 7 of the sections 6 are disposed in direct alinement and in s aced relation, the opposed ends thereof eing pro vided with annular flanges 10' adapted to rest flush against the opposite sides of the web 11 of the flywheel 12. In order to securely fasten the respective sections to the flywheel, clamping bolts 13 are employed and engage in registering openings 14: and 15, formed, respective flanges 10', as clearly illustrated in Figure 3 of the drawings. -The fly wheel 12 is of the type having its rim which pinion 17.

Each section 6 of the crank shaft 71ncludes the usual crank arm 18 and crank pin 19, and to which are connected in any approved manner the lower ends of the PIS- ton connecting rods 20.

It will be obvious that by providing\ a crank shaft formed from two sectlons, t at the flywheel can be conveniently and tively fixed thereto, and will thus be located at the center of the crank shaft 7 and relatively near the outermost cylinder 3 of each group. In this manner, torsional strain upon the crank shaft is reduced to a. 1111111- mum. Further, a construction of this kmd will enable manufacturers of SIX and e ght cylinder engines to i of the crank shaft in order to provide shafts which are. comparatively light and desirable in devices ofthis kind, and without sacrificing strength and durability.

The outer end of each crank 6 has connected thereto a timing can 21.

Having their outerpends journa ed 1n the ends of the crank case, as at 22, are cam shafts 23, the inner ends of whlch being engaged in mesh with the starting gear shaft section bearing 24, carried'by the housing 10. The'outer ends of the'cam shafts have gears 25 thereon which mesh with the gears 21' v I lower crank case sections and a series of gear teeth 16uponly, in the web 11 and The gears 25 mesh with the gears 26 fixed to the stub shafts 27 through the medium of which may be driven pumps, generators oran other-accessory.

he forward end of the front crank section 6 is extended, as at 28 and may be shaped in any suitable manner to permit a crank to be attached thereto to start the engine when necessary. The rear end of the rear crank section 6 is extended, as at 29, in order that it may be connected with a conventional clutch structure.

Having thus described the inventiomwhat I claim is:

A multiple cylinder engine comprising a cylinder block, a crank case having an upper section rigid with the cylinder block and a lower section separate from the upper section, said sections having end walls provided with bearings and at their sides having fastener receiving extensions, a flywheel housing intermediate the length of the crank case having an upper section rigid with the upper crank case section and a separate lower section having fastener receiving extensions disposed between the fastener receiving extensions of the crank case sections, fasteners passed through the fastener receiving extensions, the flywheel housing havin its end walls provided with bearings, cra shafts in said crank case havin trunnions at the outer ends journaled in tie bearings of the crank case walls and trunnions at their inner ends journaled in the bearings of the flywheel housing walls and extending into the flywheel housing and a flywheel in the flywheel housing releasably connected with the inner ends of said crank shafts.

In testimony whereof I afiix my signature.

MATTHEW M. KANE. 1. 5.1 

